Central multi directional transmission system

ABSTRACT

A dual chassis with multi-directional transmission wherein a front chassis and a rear chassis can be united to function as a traditional chassis or separated when traveling over uneven terrain. A multi-directional transmission serves to increase the distance between the two chassis and enable them to travel at differing vertical and horizontal angles.

BACKGROUND OF THE INVENTION Field of the Invention

The present invention relates generally to directional transmissionsystems and, more specifically, to a new chassis with a central multidirection transmission system that works activating each of itsmechanisms or gears with electric motors or hydraulic injection motors.

The present invention provides a totally different chassis then thatwhich exists in the market, providing an innovation of a centralmechanism in the chassis, which main function consists on a system thatwill drive its force multi directionally, semi mechanisms that allow thevehicle's ample mobility and grip as needed on hard to reach terrain.

When the central mechanism is activated to both sides on first positionand opening and closing the main central piston, will ride imaging aworm, this will make it strong and safe on any hard to reach terrain dueto the fact that this mechanism makes it even more self protectedbecause of its multiple positions.

The novelty consists in two half chassis joined by the central mechanismwith a maximum torsion of 50° between each other, bending its mechanism60° to both sides with the mechanism on first position turning themechanism 90° to the left will put it in position to bring it up ordown.

The distinguishing characteristics of this novel chassis are the chassisis formed on its frontal part by a half chassis attached in a secondchassis joined by a multi direction central mechanism, its two bars andits semi mechanisms. When this chassis is connected to its two bars, itwill work as a traditional chassis with little torsion. The noveltyconsists in the essential technical characteristics that this newinvention withholds in order to be activated in all of its followingpositions and functions. The first step will be deactivate and retractthe two central bars that will be embedded in the half chassis tips andwill be deactivated retracting them and will come in and out on pressureinto the second chassis and will be attached by an automatic pressurelock by its two hydraulic pistons generating a primary gap between thetwo half chasses, these bars when retracted will be embedded in theirpistons and in the half chassis tips. A second gap will be given whenopening the central hydraulic piston lineally separating both halfchasses. This piston will attach to its stable side to the back chassison the secondary bridge. The second moving part consists in the centralhexagonal bar which is guided on a bearing in its hexagonal guide placedin the back chassis center of the front bridge that will allow thehexagonal bar's displacement in a lineal form in its back half chassiswhen these two bars open, the central piston will give a maximum gap toallow the flexion of its main or initial position. In this position thecentral mechanism will be ready to be activated by its main worm screwthat transfers the strength to the central gear placed in its peripheralsection to the hexagonal central bar in its central part, thetransference on this said force is obtained by three gears that allowthe flexion of the mechanism with the strength of an electric motor, themechanism will give a turn of 60° or more in the chassis. This willallow it to make “U” turns in only one maneuver and in a reduced spaceusing the vehicles normal traction and direction, added to the flexionof the mechanism. This new multi direction chassis, has a secondimportant position that will come to place when turning the hexagonalcentral bar with its auxiliary mechanism that is mounted in thehexagonal central bar, semi attached to the front bridge of its halfchassis between the initial position and the second position andcontains two bumps that are 90° one from the other attached to the innerpart of this half chassis. In the same bridge, in the inner part of thetwo bumps consists an opposite bump that is one that will allow themechanism to turn to its original position and to the second position.This opposite bump is mounted in the central bar and it can be moved toits front part to allow the mechanism to turn 360° or more accordinglyto the terrain difficulty. For this multi direction mechanism to turn360° the brake disc must be loose from the central brake and open orseparate the clutch mechanism gear to set free the central mechanismfrom the shock absorbers which can stay in the primary position orsecond position when the opposite bump returns electromechanically fromposition to the turning position of 90° the disc brake will becontrolled voluntarily depending on the conditions of the terrain withthe brake drum.

This multi direction mechanism will be activated by its main worm screwin any of its two positions that move the three main gears. In thesecondary position the mechanism will go up and down. The efficiency ofthe multi direction chassis of the present invention also resides inother fundamental part in the front half chassis between the back bridgeand the two shock absorbers and counts with a geared clutch mechanismmounted in the central bar guide and next to the disc brake. Mounted andattached to the central bar in its frontal part, the bar will pass thebridge guided by a bearing, where the main torsion will take place,between the two half chassis, this torsion difference will be of 50° ormore. The disc brake has to be 100% on its braking position when thevehicle is functioning on the highway, to avoid the torsion and maintainthe stability of a traditional chassis when this new chassis runs onhard to reach terrain. The brake will be gradually liberated when itsrequired to maintain better traction and access over the terrain, thetorsion of the two half chassis will be mitigated by two shock absorbersand placed in perpendicular position in the front half chassis in therespective tracks and hooked from its moving parts to the central frontto avoid that both chassis move in a harsh way during the traction dueto the matter that both chassis are connected in this position only byits central bar and multi direction mechanism. The first left shockabsorber is located in the inner central part of the front half chassisin the front of the gear clutch in the central bar attached at onedistal end to the upper part of the main arm. The main arm is mounted onthe front end of the main central bar and has a vertical initialposition of 90° according to its second arm in its initial position withthe vehicle leveled at 0° of torsion, including the 90° turn of thecentral mechanism, 50° of each side and the 25° of torsion. Thesedegrees of torsion are included in the 50° torsion on each side, the 50°or more will accrue when lifting or bringing down one wheel or avehicles corner, leaving the other half chassis in a horizontal positionor 0° of torsion.

Other main objectives of the present invention is that when driving thevehicle in hard to reach terrain, the torsion is divided in two halfchassis that will be 25° or more each half chassis. For example, 36° onehalf chassis and 14° the other half chassis or 39° one half chassis and11° the other half chassis and 44 one half chassis and 46 other halfchassis, according to the terrain for which it is designed for.

The left shock absorber is supported by a second right shock absorberattached to a second arm.

The central mechanism will put the front half chassis in two otherpositions, when the chassis is leveled or not leveled, it will lift bothfront corners, one at a time, and is done by calculating a lighterweight or cargo on the front part or leave the back portion for cargo.To lift the right wheel or corner of the front chassis it has to haveits two bars deactivated and the mechanism being in its initial orsecond position with the front central disc brake applied 100% and whenthe turning gear is activated to its left side, it will lift the rightwheel and corner. To lift the left wheel or corner of the front chassis,the brake must be applied 100%.

The multi direction chassis of the present invention can be positionedin all directions making it of easier maneuverability off the road,therefore with the new chassis it will maintain a more efficienttraction then the existing all terrain vehicles. This new inventionallows the vehicle to drive over straight obstacles of up to 33 inchesor more in height.

This new chassis has another new important characteristic, it will beable to turn over by itself, first, it will turn over the lighter halfchassis, the first step will be to apply the central disc brake 100%when activating the back turning mechanism in any of its both ways.

Having a half chassis in its normal position, the second step will be toactivate a counterbalance system to make the half chassis on normalposition heavier, this counterbalance could be any liquid or fuel andwhen the turning mechanism is applied again, in any of its both wayswith the brake disc applied 100% the lighter chassis will turn over.

DESCRIPTION OF THE PRIOR ART

There are other all terrain vehicles designed for off road. Typical ofthese is U.S. Pat. No. 4,074,784 issued to Lee et al. on Feb. 21, 1978.

Another patent was issued to McColl on May 8, 1979 as U.S. Pat. No.4,153,265. Yet another U.S. Pat. No. 4,223,904 was issued to McColl onSep. 23, 1980 and still yet another was issued on May 12, 1981 to Lauberas U.S. Pat. No. 4,266,627.

Another patent was issued to van der Lely on Feb. 21, 1984 as U.S. Pat.No. 4,432,427. Yet another U.S. Pat. No. 4,932,491 was issued toCollins, Jr. on Jun. 12, 1990. Another was issued to Schempf et al. onNov. 15, 1994 as U.S. Pat. No. 5,363,935 and still yet another wasissued on Sep. 5, 2000 to Wilcox et al. as U.S. Pat. No. 6,112,843.

Another patent was issued to Won on Jul. 24, 2001 as U.S. Pat. No.6,263,989. Yet another U.S. Pat. No. 6,267,196 was issued to Wilcox onJul. 31, 2001.

The haulage vehicle has a frame member with separate front and rearsections that are connected to each other by universal means and arefree to articulate in a plurality of planes. The frame rear section hasa transversely mounted rear axle adjacent the rear portion on which apair of propelling wheels are mounted and a transversely mountedintermediate axle adjacent the front portion of the frame rear sectionon which a pair of intermediate propelling wheels are mounted. The framefront section has a transversely mounted front axle on which a pair offront propelling wheels are mounted. Separate propelling motors aremounted adjacent each of the propelling wheels and are drivinglyconnected to the adjacent propelling wheel. All of the propelling wheelsare steerable and the drive motors are movable therewith. A body memberis supported on the frame rear section and a boom member is supported onthe frame front section. The boom member is connected to the body memberby a plurality of longitudinally extending flexible plates, so that theboom and body members are free to articulate in a plurality of planes.Endless conveying means are positioned in the longitudinal haulagecompartment formed by the body and boom members. With this arrangementall of the propelling wheels on the haulage vehicle remain in contactwith the ground as the haulage vehicle moves over uneven terrain and thehaulage vehicle follows the contour of the uneven terrain.

A high-mobility wheeled vehicle for transporting long loads overroadless terrain. The vehicle has front and rear quad wheel assembliespivotally connected to a centrally disposed elongated bed frame so as topermit lateral rotation of these assemblies about the longitudinal axisof the frame. A roll control means interconnects the quad wheelassemblies and the bed frame to proportionately control the relativeangular movement. The wheels of each quad wheel assembly are pairedtogether by walking beam members, thus providing a suspension systemhaving balanced load distribution between the wheels over a wide rangeof terrain roughness conditions. A differential drive system provides abalanced distribution of power to each wheel on both assemblies underall wheel drive conditions. Preferably, each of these wheels issteerable and the steering control means provides for oblique travel inconjunction with conventional steering.

A high mobility wheeled vehicle for transporting long loads, such astrimmed tree trunks or whole trees, over roadless terrain. The vehiclehas front and rear quad wheel assemblies pivotally connected to acentrally disposed elongated bed frame so as to permit lateral rotationof these assemblies about a roll axis disposed below and parallel to thelongitudinal axis of the bed frame. A linkage type roll control meansinterconnects the quad wheel assemblies and the bed frame toproportionately control the relative angular movement of the bed framewith respect to the quad wheel assemblies. The roll control meansincludes a plurality of interconnected links plus a pair of powerextensible links for selectively adjusting the steady state position ofthe vehicle bed relative to the quad wheel assemblies in eitherdirection. In a modification, parallel links are employed tointerconnect the quad wheel assemblies with pivotally mounted loadsupporting cradles.

A traveling assembly, especially a wheel suspension, for a vehiclecapable of rolling and stepping or walking travel upon a regular oruneven surface, e.g. for cranes, excavators, construction, earth-moving,mining and other machinery in which wheels are articulated at the endsof legs which, in turn, are pivotally connected to a support structure.The legs themselves are formed with telescoping support elements whichcan be extended and retracted while a fluid-pressure cylinder can beprovided to pivot the arm which is articulated to the lower end of theleg and which carries the wheel.

A tractor has three pairs of ground wheels: front and rear steerablepairs which cooperate to steer the tractor, and a central pair. Thecentral pair of wheels each are connected to the frame through ahydraulic cylinder and piston assembly which can be controlled to raisethose wheels above the ground or to lower the wheels to engage theground. The central wheels can be the same as the other wheels ortraction caged wheels of hollow beams wherein a hub is connected toouter fellies with spokes. Supports interconnect the fellies at theinner or outer sides. All of the wheels can be driven independently byan engine and the central wheels are each detachable from a driven axle.The hub of the central wheels includes an outer cylindrical sleeve towhich and end plate and the spokes are affixed. Each wheel is mounted ona hydraulic motor which is mounted on the tractor's frame, the forwardand rear motors being turnable with the wheels mounted thereon.Hydraulically actuated three-point lift devices are provided on thetractor frame to extend forward between the front two wheels andrearwardly between the two rear wheels. Front and rear power take-offshafts are also provided. Power is provided by an engine located betweenthe axes of rotation of the front and central wheels which energizes ahydraulic pump that in turn, separately powers each of the hydraulicmotors and the other hydraulic actuated mechanisms.

A rough terrain vehicle is described which includes auxiliary wheelsthat can be deployed to avoid overturning the vehicle when turning whiletraversing a slope, to climb an embankment or the like, and to right thevehicle when it is overturned. The vehicle includes a pair of front andrear primary wheels, and a pair of auxiliary arms having inner endspivotally mounted on the front wheel axes and outer ends that carryauxiliary wheels. A motor can turn the arms to move the auxiliary wheelsfrom a stowed position about halfway between the front and rear wheelsand above the ground, to a second position against the ground tostabilize the vehicle. The arms can be turned more than 180.degree tomove the auxiliary wheels in front of the front primary wheels to helpclimb an embankment. The primary wheels can be mounted at the end ofprimary arms, so when the primary arms are turned they not only move theprimary front wheels but also the inner ends of the auxiliary arms.

A reconfigurable mobile vehicle having at least one endless drivenmember and a motor for driving the endless member on a surface capableof supporting a magnetic circuit. The vehicle is equipped with amagnetic system that comprises a magnet, a fixed magnetic circuitmember, and a movable magnetic circuit member for establishing first andsecond magnetic circuits. A clutch is provided to selectively connectthe movable magnetic circuit member to the motor to move the movablemagnetic circuit member between a first position wherein the firstmagnetic circuit is established such that the endless driven member canmagnetically engage the surface and a second position wherein the secondmagnetic circuit is established such that the endless member does notmagnetically engage the surface. The vehicle is equipped with sensingapparatuses for analyzing the structural integrity of the surface uponwhich the vehicle is riding and is also equipped with acousticalpositioning apparatus for assisting the operating personnel and computerin locating and controlling the vehicle's position within an enclosedenvironment. The vehicle is also equipped with a tether line that isused to facilitate the transfer of control power/data between thevehicle and the various operating components attached thereto and acontrol console located remote from the vehicle. The tether line is alsoused to deploy and retrieve the vehicle.

A vehicle, for driving over a ground surface, has a body with a leftside, a right side, a front and a back. The vehicle includes left andright drive mechanisms. Each mechanism includes first and secondtraction elements for engaging the ground surface and transmitting adriving force between the vehicle and ground surface. Each mechanismincludes first and second arms coupled to the first and second tractionelements for relative rotation about first and second axis respectively.Each mechanism includes a rotor having a third axis, the rotor coupledto the body for rotation about the third axis and coupled to the firstand second arms for relative rotation about the third axis. Themechanism includes first and second drive motors for driving the firstand second traction elements and first and second transmissions, drivenby the first and second motors and engaging is the rotor. Driving thefirst and second traction elements simultaneously rotates the rotorrelative to the first and second arms, respectively.

An articulated tracked vehicle that has a main section, which includes amain frame, and a forward section. The main frame has two sides and afront end, and includes a pair of parallel main tracks. Each main trackincludes a flexible continuous belt coupled to a corresponding side ofthe main frame. The forward section includes an elongated arm. One endof the arm is pivotally coupled to the main frame near the forward endof the main frame about a transverse axis that is generallyperpendicular to the sides of the main frame. The arm has a lengthsufficiently long to allow the forward section to extend below the mainsection in at least some degrees of rotation of the arm, and a lengthshorter than the length of the main section. The center of mass of themain section is located forward of the rearmost point reached by the endof the arm in its pivoting about the transverse axis. The main sectionis contained within the volume defined by the main tracks and issymmetrical about a horizontal plane, thereby allowing invertedoperation of the robot.

A vehicle, for driving over a ground surface, has a body with a leftside, a right side, a front and a back. The vehicle includes left andright drive mechanisms. Each mechanism includes first and secondtraction elements for engaging the ground surface and transmitting adriving force between the vehicle and ground surface. Each mechanismincludes first and second arms coupled to the first and second tractionelements for relative rotation about first and second axis respectively.Each mechanism includes a rotor having a third axis, the rotor coupledto the body for rotation about the third axis and coupled to the firstand second arms for relative rotation about the third axis. Themechanism includes first and second drive motors for driving the firstand second traction elements and first and second transmissions, drivenby the first and second motors and engaging the rotor. Driving the firstand second traction elements simultaneously rotates the rotor relativeto the first and second arms, respectively.

While these all terrain vehicles may be suitable for the purposes forwhich they were designed, they would not be as suitable for the purposesof the present invention, as hereinafter described.

SUMMARY OF THE PRESENT INVENTION

A primary object of the present invention is to provide a new chassiswith a multi direction mechanism and form of chassis that is differentto existing chassis found on the market today in a versatile all terrainvehicle.

Another object of the present invention is to provide a central multidirectional transmission system that works activating each of itsmechanisms or gears with electric motors or hydraulic injection motors.

Yet another object of the present invention is to provide a centralmulti directional transmission system that will drive its force multidirectionally, with semi mechanisms that allow the vehicle's amplemobility and grip as needed on hard to reach terrain.

Still yet another object of the present invention is to provide acentral multi directional transmission system that when the centralmechanism is activated to both sides on first position and opening andclosing the main central piston, will ride imaging a worm, this willmake it strong and safe on any hard to reach terrain due to the factthat this mechanism makes it even more self protected because of itsmultiple positions.

Another object of the present invention is to provide a central multidirectional transmission system that consists in two half chassis joinedby the central mechanism with a maximum torsion of 50° or more betweeneach other, bending its mechanism 60° to both sides with the mechanismon first position turning the mechanism 90° to the left will put it inposition to bring it up or down.

Yet another object of the present invention is to provide a centralmulti directional transmission system that the chassis is formed on itsfrontal part by a half chassis attached in a second chassis joined by amulti direction central mechanism, its two bars and its semi mechanisms.

Still yet another object of the present invention is to provide acentral multi directional transmission system that will be deactivateand retract the two central bars that will be embedded in the halfchassis tips and will be deactivated retracting them and will come inand out on pressure into the second chassis and will be attached by anautomatic pressure lock by its two hydraulic pistons generating aprimary gap between the two half chasses, these bars when retracted willbe embedded in their pistons and in the half chassis tips.

Additional objects of the present invention will appear as thedescription proceeds.

The present invention overcomes the shortcomings of the prior art byproviding a central multi directional transmission system that a secondgap will be given when opening the central hydraulic piston lineallyseparating both half chasses. This piston will attach to its stable sideto the back chassis on the secondary bridge. The second moving partconsists in the central hexagonal bar which is guided on a bearing inits hexagonal guide placed in the back chassis center of the frontbridge that will allow the hexagonal bar's displacement in a lineal formin its back half chassis when these two bars open, the central pistonwill give a maximum gap to allow the flexion of its main or initialposition. In this position the central mechanism will be ready to beactivated by its main worm screw that transfers the strength to thecentral gear placed in its peripheral section to the hexagonal centralbar in its central part, the transference on this said force is obtainedby three gears that allow the flexion of the mechanism with the strengthof an electric motor, the mechanism will give a turn of 60° or more inthe chassis. This will allow it to make “U” turns IN only one maneuverand in a reduced space using the vehicles normal traction and direction,added to the flexion of the mechanism.

The foregoing and other objects and advantages will appear from thedescription to follow. In the description reference is made to theaccompanying drawing, which forms a part hereof, and in which is shownby way of illustration specific embodiments in which the invention maybe practiced. These embodiments will be described in sufficient detailto enable those skilled in the art to practice the invention, and it isto be understood that other embodiments may be utilized and thatstructural changes may be made without departing from the scope of theinvention. In the accompanying drawing, like reference charactersdesignate the same or similar parts throughout the several views.

The following detailed description is, therefore, not to be taken in alimiting sense, and the scope of the present invention is best definedby the appended claims.

BRIEF DESCRIPTION OF THE DRAWING FIGURES

In order that the invention may be more fully understood, it will now bedescribed, by way of example, with reference to the accompanying drawingin which:

FIG. 1 is an illustrative view of the central multi directiontransmission system of the present invention in use.

FIG. 2 is a perspective view of the multi direction transmission systemof the present invention.

FIG. 3 is a perspective view of the present invention with central barsretracted.

FIG. 4 is a detailed view of the multi direction transmission system ofthe present invention.

FIG. 5 is a detailed view of the present invention with central barsretracted to a primary gap.

FIG. 6 is a detailed view of the present invention with central barsretracted to a maximum gap.

FIG. 7 is a detailed view of the central multi direction transmissionsystem of the present invention.

FIG. 8 is a detailed view of the central multi direction transmissionsystem of the present invention.

FIG. 9 is an exploded view of the central multi direction system of thepresent invention.

FIG. 10 is a top view showing the flexion process of the presentinvention.

FIG. 11 is a top view showing the flexion process of the presentinvention.

FIG. 12 is a side view of the present invention prior to flexion.

FIG. 13 is a side view of step two of the flexion process of the presentinvention.

FIG. 14 is a side view of step three of the flexion process of thepresent invention.

FIG. 15 is a side view of step four of the flexion process of thepresent invention.

FIG. 16 is a side view of step five of the flexion process of thepresent invention.

FIG. 17 is a side view of step six of the flexion process of the presentinvention.

FIG. 18 is a graph showing an example of divided torsion between the twohalf chassis's.

DESCRIPTION OF THE REFERENCED NUMERALS

Turning now descriptively to the drawings, in which similar referencecharacters denote similar elements throughout the several views, thefigures illustrate the Dual Chassis Frame with Multi-DirectionalTransmission of the present invention. With regard to the referencenumerals used, the following numbering is used throughout the variousdrawing figures.

-   -   10 Dual Chassis Frame with Multi-Directional Transmission of the        present invention    -   12 front chassis    -   14 rear chassis    -   16 multi-directional transmission    -   17 central multi-directional mechanism    -   18 fixed wheel    -   20 retractable wheel    -   22 side frame of 12    -   23 side frame of 14    -   24 first bridge of 14    -   26 rear bridge of 14    -   28 secondary bridge of 14    -   30 central bars    -   32 front bridge of 12    -   34 rear bridge of 12    -   36 central hydraulic piston    -   38 shaft of 36    -   40 hexagonal bar    -   42 main bar    -   44 bump    -   46 central disc brake    -   48 clutch gear    -   50 back central gear    -   52 arm support of main bar 42    -   54 shock absorber    -   56 turning auxiliary mechanism    -   58 bearing guide    -   60 pressure lock    -   62 main central gear    -   64 main worm screw    -   66 worm drive of 56    -   68 primary gap    -   70 second gap    -   72 union    -   74 cardan    -   76 yoke

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

The following discussion describes in detail one embodiment of theinvention (and several variations of that embodiment). This discussionshould not be construed, however, as limiting the invention to thoseparticular embodiments, practitioners skilled in the art will recognizenumerous other embodiments as well. For definition of the complete scopeof the invention, the reader is directed to appended claims.

FIG. 1 is an illustrative view of the central multi directiontransmission system of the present invention 10 in use. The presentinvention 10 refers to a dual chassis frame having a unifiable frontchassis 12 and rear chassis 14 with a central multi directiontransmission system 16 that works by activating each of its mechanismsor gears with electric motors or hydraulic injection motors. The objectof the invention 10 is to provide a totally different chassis then theones that exist in the market, based in the innovation of a centralmulti directional mechanism 17 in the chassis which main functionconsists on a system that will drive its force multi directionally, semimechanisms that allow the vehicle's ample mobility and grip as needed onhard to reach terrain as shown in the illustration. When the centralmulti-directional mechanism 17 is activated both sides, left or right,on first position and opening and closing the main central piston, willride imaging a worm, making it strong and safe on any hard to reachterrain due to this mechanism that makes it even more self protectedbecause of its multiple positions. The novelty consists in the frontchassis 12 and the rear chassis 14 joined by the centralmulti-directional mechanism 17 with maximum torsion of 50° or morebetween each other, bending its mechanism 17 60° to both sides with themechanism 17 on first position turning the mechanism 17 90° to the leftwill put in position to bring it up or down. The front chassis 12 andrear chassis 14 each have a pair of distally disposed fixed wheels 18and medially disposed retractable wheels 20.

FIG. 2 is a perspective view of the multi direction transmission systemof the present invention 10. The present invention 10 is a dual chassiswith a central multi-direction transmission 16 shown as a traditionalunified chassis. The front chassis 12 and rear chassis 14 are joinedtogether by two central bars 30 and the multi direction mechanism 17.When the front chassis 12 and the rear chassis 14 are connected by thetwo central bars 30, it works as a traditional chassis with littletorsion. The novelty consists in the essential technical characteristicsthat the present invention 10 withholds in order to activate allpositions and functions.

Shown is the present invention 10 during the initial transitional phasebetween unified chassis operation and dual chassis operation with thecentral bars 30 extended from the front chassis 12 but still secured tothe rear chassis 14 and the retractable wheels 20 lowered to theoperational position. The retractable wheels 20 are in the raisedposition during unified chassis operation.

The front chassis 12 comprises a pair of side frames 22 connected by afront bridge 32 and a rear bridge 34. The rear chassis 14 comprises apair of side frames 23 connected by first bridge 24 and a rear bridge 26with a secondary bridge 28 disposed therebetween.

FIG. 3 is a perspective view of the present invention 10 with thecentral bars 30 retracted. The present invention 10 is a dual chassiswith a central multi-direction transmission system 10 shown with frontchassis 12 and the rear chassis 14 with the two retracted central bars30 retracted upon release of the pressure locks 60 and joined only bythe multi direction central mechanism 17 thereby forming a gap betweenthe front chassis 12 and the rear chassis 14. On its first position andthe central hydraulic piston 36 opened, and the multidirectionmechanisms will be ready to be activated in all of their multiplepositions.

FIG. 4 is a detailed view of the multi direction transmission system ofthe present invention 10. The present invention 10 is shown with thefront chassis 12 and the rear chassis 14 connected. To operate thesystem, the first step is to deactivate and retract the two central bars30 within the half chassis tips. They are deactivated, retracting themin or out on pressure into the front chassis 12 and are attached byautomatic pressure locks 60 and by its two hydraulic pistons, generatinga primary gap between the two chassis.

FIG. 5 is a detailed view of the present invention 10 with central bars30 retracted to a primary gap during the transition to dual chassisoperation mode. To operate the system, the first step is to deactivateand retract the two central bars 30 within the tips of the side frames22 of the front chassis 12. They are deactivated, retracting them in orout on pressure into the front chassis 12 and are attached by automaticpressure locks 60 and by its two hydraulic pistons, generating a primarygap 68 between the front chassis 12 and the rear chassis 14 which arenow only joined by the central multi-directional mechanism 17.

FIG. 6 is a detailed view of the present invention 10 with the shaft 38of the central hydraulic piston 36 extended to form a maximum gapseparating the front chassis 12 from the rear chassis 14. The centralhydraulic piston 36 will attach on its stable side to the rear chassis14 on the secondary bridge. The second moving part consists in thecentral hexagonal bar 40 which is guided on a bearing 58 in itshexagonal guide placed in the first bridge 24 of the rear chassis 14that will allow for the hexagonal bar's 40 displacement in a lineal formin the rear chassis 14 and when the two central bars 30 open and thecentral hydraulic piston 36 is fully extended will add a second gap 70to the primary gap 68 to provide a maximum gap to allow the flexion ofits main or initial position and in this position the centralmulti-directional mechanism 17 will be ready to be activated by its mainworm screw 64 that transfers the strength to the main central gear 62placed in its peripheral section to the hexagonal center bar 40 in itscentral part, the transference of said force is obtained by three gearsthat allow the flexion of the mechanism and with the strength of anelectric motor. The advancement of the horizontal bar 40 is affected bythe turning auxiliary mechanism 56 and it's related worm drive 66 toresult in the rotation thereof thus turning the centralmulti-directional mechanism 17 to the vertical position.

FIG. 7 is a detailed view of the present invention 10 showing the frontchassis 12 separated from the rear chassis 14 and ready to be activatedin its first position. Shown in its detail is the 25° torsion, or more,of each chassis half. Being 50° or more of proper torsion, for acontinued circulation in this position the mechanism will bend thechassis to its both sides. The central multi-directional mechanism 17remains in the horizontal position until the central hydraulic piston isactivated to advance the hexagonal bar 40. The shock absorbers 54 remainin the first position.

FIG. 8 is a detailed view of the present invention 10 showing theseparated front chassis 12 and rear chassis 14 with the two central bars30 retracted and its central hydraulic piston opened and showing a frontview of the shock absorber 54 system and its torsion system in the 25°or more of torsion from each side including the 90° or more, turn of themechanism from first to second position. In this position, when thecentral multi-directional mechanism 17 is activated, it will go up anddown. The shaft 38 of the central hydraulic piston has advanced thehexagonal bar 40 which was rotated by the turning auxiliary mechanism 56and its related worm gear 66 thereby rotating the centralmulti-directional mechanism 17 to the second vertical position.

FIG. 9 is an exploded view of the central multi-direction transmission16 wherein the piston shaft 38 of the central hydraulic piston 36extends and retracts the hexagonal bar 40 which is rotated during itslinear movement by the turning auxiliary mechanism 56. The hexagonal bar40 travels through a bearing 58 and is affixed to the centralmulti-directional mechanism 17 thus allowing it to be rotatedsimultaneously. A pair of yokes 76 retain the various components of thecentral multi-directional mechanism 17 including the main central gear62 and the main worm screw 64. A main bar 42 extends from the centralmulti-directional mechanism 17 opposite the hexagonal bar 40. Thecomponents related to the main bar 42 include a back central gear 50, apair of bumps 44 offset 90 degrees from one another, a central discbrake 46, a clutch gear 48 and arm supports 52 for securing the shockabsorbers 54. Cardan joints 74 and shafts assist with stabilizing thecentral multi-directional mechanism 17.

FIG. 10 is a top view showing the flexion process of the presentinvention 10 showing the flexion process and chassis advancement. Threegears allow the flexion of the mechanism and with the strength of anelectric motor, the mechanism will give a 60° or more in the chassis,this will allow it to make “U” turns.

FIG. 11 is a top view showing the flexion process of the presentinvention 10 showing the flexion process and chassis advancement. Threegears allow the flexion of the mechanism and with the strength of anelectric motor, the mechanism will give a 60° or more in the chassis,this will allow it to make “U” turns.

FIG. 12 is a side view of the present invention 10 prior to flexion.Shown is the first step of the flexion process and chassis advancementof the present invention 10. The following FIGS. 13 through 17 are acontinuation of the flexion process and are illustrated in steps.

FIG. 13 is a side view of step two of the flexion process of the presentinvention 10. Shown is step two of the flexion process and chassisadvancement of the present invention 10.

FIG. 14 is a side view of step three of the flexion process of thepresent invention 10. Shown is step three of the flexion process andchassis advancement of the present invention 10.

FIG. 15 is a side view of step four of the flexion process of thepresent invention 10. Shown is step four of the flexion process andchassis advancement of the present invention 10.

FIG. 16 is a side view of step five of the flexion process of thepresent invention 10. Shown is step five of the flexion process andchassis advancement of the present invention 10.

FIG. 17 is a side view of step six of the flexion process of the presentinvention 10. Shown is step six of the flexion process and chassisadvancement of the present invention 10.

FIG. 18 is a graph showing an example of divided torsion between the twohalf chassis's. The objectives of the present invention is that whendriving the vehicle in hard to reach terrain, the torsion is divided intwo half chassis that will be 25° or more for each half chassis. Forexample, 36° for one half chassis and 14° for the other half chassis, or39° one half chassis and 11° the other half chassis, or as shown by FIG.18; 44° for one half chassis and 46° for the other half chassis,according to the terrain for which it is designed for.

It will be understood that each of the elements described above, or twoor more together may also find a useful application in other types ofmethods differing from the type described above.

While certain novel features of this invention have been shown anddescribed and are pointed out in the annexed claims, it is not intendedto be limited to the details above, since it will be understood thatvarious omissions, modifications, substitutions and changes in the formsand details of the device illustrated and in its operation can be madeby those skilled in the art without departing in any way from the spiritof the present invention.

Without further analysis, the foregoing will so fully reveal the gist ofthe present invention that others can, by applying current knowledge,readily adapt it for various applications without omitting featuresthat, from the standpoint of prior art, fairly constitute essentialcharacteristics of the generic or specific aspects of this invention.

1. A dual chassis frame with multi-directional transmission, comprising:a) a rear chassis frame assembly; b) a front chassis frame assembly; c)a pair of hydraulically retractable central bars to selectively connectand disconnect said front chassis and said rear chassis to form aunified, stable rigid chassis to a independently movable, yet coupledmulti-directional front chassis and rear chassis; wherein said rearchassis frame assembly comprises side frame members having a means forsecuring said central bars to said rear chassis frame assembly, whereinsaid means for securing said central bars is a pair of pressure locks;d) a central multi-directional mechanism connecting a medial portion ofsaid front chassis to a medial portion of said rear chassis toselectively allow independent horizontal and vertical movement of saidfront and rear chassis for traversing uneven terrain when said frontchassis and rear chassis are disconnected from each other by saidhydraulically retractable central bars; e) a pair of fixed wheelsdisposed on a rear portion of said rear chassis and a pair of wheelsdisposed on a front portion of said front chassis; and f) means forincreasing the distance between said front chassis and said rear chassisduring dual chassis operation.
 2. A dual chassis frame withmulti-directional transmission as recited in claim 1, wherein said rearchassis frame assembly comprises: a) a pair of spaced-apart parallelsaid side frame members, each having said means for securing saidcentral bars thereto disposed at the forward end thereof; b) a firstbridge communicating between the forward portions of said side framemembers; c) a rear bridge communicating between the rear portions ofsaid side frame members; and d) a secondary bridge communicating betweensaid side frame members and disposed in a region between said firstbridge and said rear bridge.
 3. A dual chassis frame withmulti-directional transmission in claim 2, wherein said front chassisframe assembly comprises: a) a pair of substantially parallel, spacedapart side frame members having channels disposed on tips said sideframe members of said front chassis frame assembly thereof to house saidcentral bars; b) a front bridge communicating between a front portion ofsaid side frame members; and c) a rear bridge communicating between arear portion of said side frame members.
 4. A dual chassis frame withmulti-directional transmission as recited in claim 3, wherein saidmulti-directional transmission comprises: a) a central hydraulic pistonhaving a movable portion and a stable end thereof fastened to saidsecondary bridge of said rear chassis; b) a hexagonal bar having adistal end extending from the movable portion of said piston; c) saidcentral multi-directional mechanism disposed on the distal end of saidhexagonal bar; d) a main bar extending from said centralmulti-directional mechanism opposite said hexagonal bar and passingthrough said rear bridge of said front chassis; e) a pair of bumpsdisposed on said main bar adjacent said rear bridge of said frontchassis opposite said central multi-directional mechanism to act asstops to restrict rotation of said main bar and the related centralmulti-directional mechanism to a first horizontal position to a 90degree rotation to a second vertical position and back again; f) acentral disc brake disposed on said main bar adjacent said bumps; g) aclutch gear disposed on said main bar adjacent said central disc brake;h) a central gear disposed on said main bar adjacent said clutch gear;and i) a pair of opposing shock absorbers originating at arm supports ofsaid central gear and terminating at their respective said side framemembers.
 5. A dual chassis frame with multi-directional transmission asrecited in claim 4, wherein multi-directional transmission furthercomprises a geared turning auxiliary mechanism transitionally disposedbetween the distal end of said movable portion of said central hydraulicpiston and said hexagonal bar, said turning auxiliary mechanism beingdriven by a worm drive to extend and rotate said hexagonal bar and theassociated central multi-directional mechanism from said first positionto said second position and back to said first position.
 6. A dualchassis frame with multi-directional transmission as recited in claim 5,further including a bearing guide surrounding said hexagonal bar anddisposed within said first bridge of said rear chassis.
 7. A dualchassis frame with multi-directional transmission as recited in claim 4,further comprising a chassis connecting means including providing saidcentral hydraulic piston in a fully retracted position to place saidcentral multi-directional mechanism in the horizontal first position,said retractable wheels fully retracted into their respective chassis,said disc brake applied fully in the braking position, and both saidcentral bars fully extended from said rear chassis and secured to saidpressure locks on said front chassis thereby forming a stable, unifiedchassis.
 8. A dual chassis frame with multi-directional transmissioncomprising: a) a rear chassis frame assembly; b) a front chassis frameassembly; c) a central multi-directional mechanism connecting a medialportion of said front chassis to a medial portion of said rear chassisto selectively allow for the independent horizontal and verticalmovement of said front and rear chassis when traversing uneven terrain;d) a pair of hydraulically retractable central bars to selectivelyconnect said front chassis to said rear chassis to form a unified,stable rigid chassis; e) a pair of fixed wheels disposed on a rearportion of said rear chassis and a pair of wheels disposed on a frontportion of said front chassis; f) a pair of selectively retractablewheels disposed on a front portion of said rear chassis and a pair ofselectively retractable wheels disposed on a rear portion of said frontof said front chassis; and g) means for increasing the distance betweensaid front chassis and said rear chassis during dual chassis operation.9. A dual chassis frame with multi-directional transmission as recitedin claim 8, wherein said rear chassis frame assembly comprises: a) apair of spaced-apart parallel side frames members, each having means forsecuring said central bars thereto disposed at the forward end thereof;b) a first bridge communicating between the forward portions of saidside frame members; c) a rear bridge communicating between the rearportions of said side frame members; and d) a secondary bridgecommunicating between said side frame members and disposed in a regionbetween said first bridge and said rear bridge.
 10. A dual chassis framewith multi-directional transmission in claim 9, wherein said frontchassis frame assembly comprises: a) a pair of substantially parallel,spaced apart side frame members having channels disposed on tips saidside frame members thereof to house said central bars; b) a front bridgecommunicating between a front portion of said side frame members; and c)a rear bridge communicating between a rear portion of said side framemembers.
 11. A dual chassis frame with multi-directional transmission asrecited in claim 10, wherein said central multi-directional transmissioncomprises: a) a central hydraulic piston having a movable portion and astable end thereof fastened to said secondary bridge of said rearchassis; b) a hexagonal bar having a distal end extending from themovable portion of said piston; c) said central multi-directionalmechanism disposed on the distal end of said hexagonal bar; d) a mainbar extending from said central multi-directional mechanism oppositesaid hexagonal bar and passing through said rear bridge of said frontchassis; e) a pair of bumps disposed on said main bar adjacent said rearbridge of said front chassis opposite said central multi-directionalmechanism to act as stops to restrict rotation of said main bar and therelated central multi-directional mechanism to a first horizontalposition to a 90 degree rotation to a second vertical position and backagain; f) a central disc brake disposed on said main bar adjacent saidbumps; g) a clutch gear disposed on said main bar adjacent said centraldisc brake; h) a central gear disposed on said main bar adjacent saidclutch gear; and i) a pair of opposing shock absorbers originating atarm supports of said central gear and terminating at their respectivesaid side frame members.
 12. A dual chassis frame with multi-directionaltransmission as recited in claim 11, wherein said centralmulti-directional transmission further comprises a geared turningauxiliary mechanism transitionally disposed between the distal end ofsaid movable portion of said central hydraulic piston and said hexagonalbar, said turning auxiliary mechanism being driven by a worm drive toextend and rotate said hexagonal bar and the associated centralmulti-directional mechanism from said first position to said secondposition and back to said first position.
 13. A dual chassis frame withmulti-directional transmission as recited in claim 12, further includinga bearing guide surrounding said hexagonal bar and disposed within saidfirst bridge of said rear chassis.
 14. A dual chassis frame withmulti-directional transmission as recited in claim 11, wherein saidmeans for securing said central bars is a pair of pressure locks.
 15. Adual chassis frame with multi-directional transmission as recited inclaim 11, wherein said arm supports are designated as a main arm and asecond arm and said main arm is mounted on the end of said main bar andhas a vertical initial position of 90° according to said second armbased on an initial position of said second arm with the vehicle leveledat 0° of torsion, including the 90° turn of said central multidimensional mechanism, 50° of each side and the 25° of torsion, thesedegrees of torsion are included in the 50° torsion on each side, the 50°or more will accrue when lifting or bringing down one wheel or avehicles corner, leaving the other half chassis in a horizontal positionor 0° of torsion.
 16. A dual chassis frame with multi-directionaltransmission as recited in claim 11, wherein said centralmulti-directional mechanism further comprises a gear assembly includinga main central gear, a main worm screw, a union, a pair of yokes and apair of cooperating cardan joints.
 17. A dual chassis frame withmulti-directional transmission as recited in claim 14, furthercomprising a chassis connecting means including providing said centralhydraulic piston in a fully retracted position to place said centralmulti-directional mechanism in the horizontal first position, saidretractable wheels fully retracted into their respective chassis, saiddisc brake applied fully in the braking position, and both said centralbars fully extended from said rear chassis and secured to said pressurelocks on said front chassis thereby forming a stable, unified chassis.18. A method for using a dual chassis frame with multi-directionaltransmission including a rear chassis frame assembly, a front chassisframe assembly, a central multi-directional mechanism comprising a diskbrake and connecting a medial portion of said front chassis to a medialportion of said rear chassis to selectively allow for the independenthorizontal and vertical movement of said front and rear chassis whentraversing uneven terrain, a pair of hydraulically retractable centralbars and pressure locks to selectively connect said front chassis tosaid rear chassis to form a unified, stable rigid chassis andselectively disconnect said front chassis from said rear chassis toallow independent horizontal and vertical movement of said front andrear chassis, a pair of fixed wheels disposed on a rear portion of saidrear chassis and a pair of wheels disposed on a front portion of saidfront chassis, a pair of selectively retractable wheels disposed on afront portion of said rear chassis and a pair of selectively retractablewheels disposed on a rear portion of said front of said front chassis,and central hydraulic piston with a movable portion comprising ahexagonal bar for increasing the distance between said front chassis andsaid rear chassis during dual chassis operation, wherein said dualchassis frame is placed into dual chassis mode by the followingfunctions: a) releasing said pressure locks; b) extending saidretractable wheels of said front chassis and said rear chassis; c)retracting said central bars; d) releasing said disc brake; and e)extending said central hydraulic piston thereby effectively extendingsaid hexagonal bar and said central multi-directional mechanism toincrease the distance between said front chassis and said rear chassis.